Car-dumping apparatus



w. R. COLEMAN.

CAR DUMPING APPARATUS.- APPL'ICATION FILED SEPT. 7, I918. RENEWED DEC. 5, 1921.

1,428,0Q5 PatentdSept. 5, 1922.

' 7 SHEETS--SHEET h WITNESSES I IVVEIVTOR IA/Ff'o/eman A TTORNEVS 1 W. R. COLEMAN.

CAR DUMPING APPARATUS; APPLICATION FILED SEPTQI, I918. RENEWED DEC, 5. 1921 1 42 005. v Patented Sept. 5,, 1922, 7SHEET$SHEET3.

WITNESSES WA E/gimme I 2 aeman v Ififf A ATTORNEYS W. R. COLEMAN.

CAR DUMPING APPARATUS. APPLICATION FILED SEPT 7.19:8. RENEWED DEC, 5. 1921.

1,428,005. Patented Sept. 5, 1922.

7$HEETSSHEET 4.

. 42 IHJH II III J' n" m j a g 49 93 92 2 4 Q M WITNESSES Ill MENTOR AZTORAIEJ/S w. R. COLEMAN.

v QAR DUMPING. APPARATUS. APPLICATION HLED SEPT. 7; I918- RENEWED DEC. 5. 1921- Patented Sept. 5, 1922.

7SHEETS-SHEET 5.

WITH/E8858 I/VI/ENTOR MA? b/eman A 7TOR/VEV8 W. R. COLEMAN.

CAR DUMPING APPARATUS.

APPLICATION FILED SEPT. 7, 1918.' RENEWED use. 5. 1921.

Q l ,42 8,005. Patented Sept. 5, 1922.

I: 7$HEETS-SHEET 6.

A w I WITNESSES A TTORNEYS W. R. COLEMAN. CAR DUMPING APPARATUS. APPLICATION man SEPT. r. 1918. RENEWED use. 5, I92].

Patentedfiept. 5, 1922.

7 SHEETS.SHEET 7.

IAVEWTOR W/PCb/eman By WITNESSES A NORA/5Y8 e p l in l at.

m": are l r and h" WTTJJAWQ' RATHER GOTJE'M' AN, 0}? BIRMINGJEIAJE, ALABAIVIA, ASSIGNOR TO ANNIS'IO ELECTRIC STEEL CORPORATION;

A CORPQRA'IION OFALA BAMA."

CAR-DUMPING APPARATUS.

Application filed September '7, 1918, tierial No. 253,067. Renewed December 5, 1921. Serial No. 520,126.

To all whom it may concern: I I

Be it known that 1, WILLIAM RATHER COLEMAN,a citizen of the United States, and a resident of Birmingham, in the county of Jefferson and State of Alabama, have invented a new and improved Car-Dumping Apparatus, of which the following is a description.

My invention relates to automatic cardumping means, and is more particularly designed for dumping tram cars at a mine.

A general statement of the principal features and characteristics of my improved apparatus will indicate to those skilled in the art the advantages aiidnew results obtained. The apparatus:comprises two sections, to wit; a track section and a dumping section constructed on a grade of 3 per cent or more, suiilcient for cars to start and roll themselves when free to do so, and the mechanisms of both sections individually and in their co-ordinated relation are con trolled throughout by the weight of the car for automatic operation of said mechanisms and the latter are subject to the optional control of a manually operative controlling means actuated by a hand lever or the like. Arranged in connection with the track section is a. brake that will stop a trip of cars, that is to say, one or more cars and then automatically release the cars in single succession for movement toward the dump and properly timed with the operation of the dump, it being understood that cars arriving at the apparatus are manually uncoupled. The braking means automatically arrests a trip whether of one or more cars and the brake is applied and released autoi'natically through the medium of the cars themselves. The dump is arranged to turn through an angle alternately to the right and left to invert the cars suiiiciently for discharging their contents and as each car discharges its load the dump reverses and dumps the next car in the opposite direction, the arrangement being such that the discharged car rises from the inverted position as the second car moves toward the dumping position at the oppositeside. The dump has sets of tracks for two cars and these turn with the dump to and from a position alining with the fixed tracks. The successive automatic dumping by through an angle alternately to the right or turning to the left is brought about by automatically shifting the axis of rotation of the dump and I The cars to right and left alternately. movement of the car to the dumping position andcthe lateral shifting of the center of movement are subject to a governor, whereby to regulate the speed or the car in moving to the dumping position to gradually bring it under control as it reaches the position of rest, the arrangement permitting the optional regulation of the governing means. The means for laterally shifting the LX1S Of rotation is also caused to release the brake by controlling a brake latch thereby permitting another car to start toward the dump. The dump section is equipped with latch means to be controlled by acar arriving. at the dump and arranged to release the dump for automatic turiiingmovement under the weight of the loaded car for dumping, or to hold the dump latched in alinement with the fixed track for the arrival and departure oi": the car; together with trip means adapted to be tripped by the car and arranged to actuate a. stop for throwing the latter in front of the car for determining the position of the latter on the dump, I Other important characteristics of my improved apparatus will clearly appear from the specific description following.

Reference is to be had to the accompanying drawings forming a part of this specifi- I cation, it being understood that the drawings are merely illustrative of one example i of the invention.

Figure 1 is a side elevation of a car-dumping apparatus embodying my invention, i

looking from theleft of Figure 6, one of the cars i.

Figure 2 is a view similar to Figure 1 butshowiiig the parts after the car shown in Figure 1 has been raised and is about to depart, while a second car has been inverted in the positi f dumping; Flgme 1S a P n view with the parts disposed as in Flgure 2; I I

Figure 4t is an enlarged transverse vertical; section on the line 44, Figure 1 the car.

being omitted; c r

Figure .5 is an enlarged transverse vertical section on the line 5-5, Figure 2;-

Figure 6 is an end viewasindicated by theline 66, Figure 1;

shown being inverted as aiter dump- Figure 7 is a horizontal section of the governor for controlling the speed of the dump in turning through an angle to and from the dumping position as indicated by line T'7, Figure 6;

Figure 8 is an enlarged transverse verti cal section on the line 8S, Figure 2;

Figure 9 is a sectional plan view of cer-' tain features shown in Figure 8 as indicated by line 9+9, Fig. 8;

Figure 10 is a detail sectional plan view of certain parts pertainingto the latching adapted to be engaged by a car arriving at and releaseof the duinpand'the trip therefor; p

F iguresll,'l2, l3 and h aredetail views in partly sectionalside'elevation, the views being given to show the different positions of the parts according'to the position given the hand lever for optionallycontrolling the brake latch and a manually operable dump latch;" p

Figure 15 1s a fragmentary side elevation showing a slightly modified" form ofthe" Figure I? is a side elevation of the brake shown in Figure 16.

In carrying out my inventionin practice the dumping apparatus includes, generally a track section 20 havinga brakedesignated generally'by the numeral 21, said tracksection including hinged rails 22 normally tilted as hereinafter described and adapted to be depressed into alineme'nt with the re main'ing'rail sections by the cars the dump section of the apparatusbei'ng designated generally by the numeral The dump section includes a suitable jfranie fastened to and adapted to rock aboutthe axis of a longitudinal shaft 24:, the track and dump sectionsbeing sustained by frame work 25. The frame of the dump 23 in the illustrated example comprises four spiders 26, each hav-' ing three arms radiating from the axis of the shaft 24 and forming bearings for the latter. It is to benoted (seeFigure 6) that two arms of each spider are of equal lengthjwhile'the third arm shown at the right of Figure 6 is of shorter radius. The

spiders sustain at their outer ends tracks Additional angle rails 29 are positioned to be disposed" above the car wheels and are therefore in vertical alinement with the respective rails 27, 28 assuming the latter rails to be in alinement with the fixed track. Said inward 'through'an angle and on said shaft 31 is a dog 33 disposed in such angular rela rails 29 are carried by straps 80 secured to the spiders 26 or equivalent framework.

The respective tracks are disposed at angles of approximately 50 whereby in the dumping movement the car on the dumping track will be moved through an angle beyond the angle of repose of its contents and the track will be restored to correct alinement with the fixed tracks when the track and car are raised.

At a side of each track on the dump is a longitudinal shaft 31 having a trip arm 32 theduinp so that when'saichtrip is depressed the shaft 81 will be turned laterally tion to the trip 32 that when the latter 'is depressed said dog will be rocked into the' path of the car wheel to arrest the latter 85 and determine its position'on the dump; A torsion spring 3 1 (see particularly Figure 10) is coiled about each'shaftBl andniade fast at its ends respectively to a set collar 34L? on said shaftand to any relatively fixed element 3% on an adjacent spider 26, whereby the spring will be placed under ten: sion by the depression of the trip 82. On each shaft 31 also is a laterally offset latch arm 35 carrying at its end a roller 36 which is adapted to be thrown by thespring 3-1 into a notch 37 (see Figure 6) in a curved latch guide 38 which is fixedly secured to the stationary framework 25. The arrangement is such as hereinafter explained that when the roller 86 is swung out of its notch 37, said roller may travel about the curved interior surface of the latch guide 38 by the movement of a car through an angle to and from the dumping position.

A loaded car in turning downward to the dumping posit-ion causes the empty car at the opposite side of the dump to rise to the stationary track level and the empty car may thus roll away. ll hen the roller 36 adjacent to the empty car reaches its notch 37, the spring i-l-l will rock the shaft 31 to a position to swing the dog 33 from in front of the empty car. The next loaded car ('oniing on auton'i'atically as hereinafterexplained causes the dumping operation to be repeated. The springs 8 f act both as torsion and compression springs and in addition to op-' posing an unlatching action when the dump is in alineinent and exerting a latching tendency when the dump is revolving into alinenient. they perform the duty also of cushioning the shock, of stopping the car by dogs 33, the shafts-31 carrying said dogs being slidable in their bearings in the coinpressioir of the springs when said dogs are engaged by the wheels of the arriving car.

7 The automatic dumping brought about by shift-- ing the center of gravity of the dump and its load and that this action may l)ecieai',130

reference is made to Figure 6. Assuming the two cars to weigh, empty, 1000 lbs. each and to have a load capacity of 2000 lbs, so that a car loaded will have a total weight of 3000 lbs, the center of ravity of an empty car is just above the axle as indicatedat a and Z). Assuming the empty dump, that without cars, to be exactly balanced on the shaft 24, we now put cars A-A on the dump empty; next we draw through the respective centers oi: gravity a and 0, per pendiculars a, a and b, I). The center oi gravity of the two empty cars will be halfway between the two perpendiculars a, a and Z), Z), and at a side of the axis of the shaft 24 as indicated, or approximately at the point 0. It is here noted that the short arm of the spider 26 as seen in Figurev 6 is for the purpose of throwing the center of the upper track off the revolving center of the dump. Thus, we have with the two empty cars the equivalent of suspending 2000 lb. weight atthe point 0. Now, again, we assume the car A to be loaded which would be the equivalent of attaching a 2000-lb. weight along the perpendicular line a, a; we now draw through c the perpendicular c-c and the center oi gravity of the two cars with A loaded will be halfway between the perpendiculars a, a and. 0, c, or approximately at the point cZ, then we have 0 equals the center of gravity of empty cars and (5 equals the center of gravity of two cars when A is loaded, and with 0 and d on opposite sides of the shaft 24. When, however, 0 follows the shorter arm of the spider as the empty car rises, after the said arm passes a vertical line, 0 and d are both on the same side of shaft 24 and as the car A dumps, the factor (Z reduces from 2000 lbs. to 0, but car A does not discharge its contents until the shorter arm is well past a vertical line passing through the axis of shaft 24; Hence, the shifting center of movement by revolvingthe dump as above described makes the movement of the dump aositive and while it may be retarded or slowed down by the governor, hereinafter described, at any point in the travel in the swinging movement of the dump to any speed desired, it will continue without stop ping until position of rest is reached.

011 the ends of the shaft 24 are pinions 40 which mesh into racks 41, 42 fast on the fixed frame timbers, which causes the dump to shift to the right and left when' turning as indicated by dotted lines Figure 6. The lateral shifting of the dump causes the following (1) the dump tracks while thrown cit the center in dumping are restored to position in alinement with the stationary track at the top of the 'tipple; (2) controlled by the lateral shifting is caused to release a brake latch hereinafter described, and the lateral. movement is subject to a governor next described. Said governor includes a more or less to regulate the capacity of theby-pass and thereby regulate the resistance to the movement of the piston it being understood that said cylinder contains a suitable fluid. The governor will be further referred to hereinafter. The brake (generally designated 21, see particularly Figures 1 to 5), is in the form of longitudinally ranging brake bars disposed above the track 20 at each side to be brought to bear against the car wheels at the top. Said brake bars arecarried at the upper ends of U-shaped links 47, 48 extending beneath the traclt20 and held to the latter and to the brake bars by suitable bearings. To the link is secured centrally a depending arm 49, to one end of which is fastened an end of a connecting rod 50 having a turnbuckle 51 therein for adjustment, the opposite end of the connecting rod being pivotally secured to a depending arm 52 on a transverse rock shaft 52 disposed beneath the fired track 20 and carrying at its opposite ends fixed arms 53 in angular relation to the arm 52, the :lree ends of the arms 53 being connected by a transverse tie rod 54 disposed beneath the free end of the hinged track rails 22, where by the, depression ofsaid hinged rails will,

depress the arms 53 and rock the shaft 52, whereby through the elements 47 to 52 to depress the brake bars 21.1nto braking position against the wheels of the car next fol-- lowing the one that caused the. depress on the hinged track rails. lhe arms 53 may have an additional hole orholes 55 to receive the tie bar 54 to vary the leverage eierted on the hinged track rails. A torsion spring 56 is coiled about the link 47, said spring being fastened at one end to a set collar on link 47 and fastened at its opposite end to an arm'58 loose on said link. A second arm 59 is loose on the link. 48 and pivoted to said arms 58, 59 is a depressible rail 60 in posinon to be'subject to depression by the car wheels entering the track section 20, so that the spring 56' will be placed under tension and will oppose the setting action of the brake, the spring serving to throw the brake to the release position after the cars pass from the hinged track rails 22 and a brake latch isrelease o as presently de cribed.

A latch rod Glpasses freely and obliquely through the arm 52 and is yieldingly secured thereto, there being a compression spring 62 on saidrod at one'side of arm 52, the

sp 'ingfabutting at one end against a nut 63 on an end of the rod. On the rod 61 at the opposite side of arm 52 a collar 64. Thus, the rodGl'has a cushioned connection with the arm 52. The latch rod terminates-in a and the dump is tripped by engagement of latch head 65,.in the form of a hook having the car wheel with a trip 32 as previously a curved underside and adapted to have endescribed, the dump and-car turning to in gageinent with a transverse latch. pin* 66 vert and dump the loaded car, which action rockable and slidable axiallyin bearings 67 will shift-the pin 66 axially by engagement which in the present example are-tormed'on 0t the shattt .Z-lwith a lug-80. When the a block or easting 68 on which the rack 41 intermediate notch 8201f the latch pin 66 is formed. Said-block= has'a' longitudinal. :comes into register with the latch head notch 69 to guidethe latch rod 61 in lltSHlillG action of the spring 56 will disengage longitudinal movements- Fgined 011 0r :sethe latch 170d front the latch pill 66 and cured to one end of the latchpin 66 i a athrow the brakes to the release position, Figarm 70 to the outer end of which is eon- .ure-2. When the next following car is thus nected 'o ne end of connecting '1- d171 i aid. released,- the. action is repeated, the dump rod conne ting at it it di ith a reversing its movement to turn in the oppoarm '79, on a t h i h ftfig t Whighvad site: direction from that just described. hand lever 74 is secured andadapted to he When all the cars of a trip have been :thus

li'l Yed overa uadrant 75. The -l-atclr76 :dum J'Qfl "in sin le succession the 'last'car q 1-1 fth h nd l e fig i d pt dg'passing'from i the :rail 60 will permit the.

in one of four'not'ches,"-.w, x, 1 =2, in the spr1ng56 to react, and the brake will remain quadrant 75, Th aid le yb hift; ':1n a set position and,'the latch 65 will not be ed to turn the latchpin 66102101 or forth 1 disengaged from the latch pin 66. It to th h an l di gw ith th be noted, however, that the railGO more movement f th rl as f h f tthan a cars length and is always depre sed t h it .Th l t h h 6 i dditiohwvhen atrip' of cars are in the track section.

t it t i mO-vemehts maybe hifh dllence the :b'ake is always set and loclted axially as follows: A yoke 77 seatsblock through which the pin 66 passe seb ell g no cars are in the track-sections and auto 79 on said pin-serve to fasten the pin. Lateral shifting movement th k 77 b th -dj t d f th h ftsinglecar since otherwise a single car might 24 i it l t l t i g run through the brake uninterruptedlv and standing lugs 80 o'n-said-yoke; I U latch pin is subject to four p'ositions'by"i1n- (1116 to the grade and be likely to damage part t i t th t d to the machinery. The brake remains set also, o positions bybeing shifted axially; I it for anyu'eason'the normal operation of th l t h pi 66am t trangve 'selyt ro' thecars should fail to followup when resimilar spaced notches 81 and midway be-' tween said notches is an intermediatenotch the latch andthe locklng'of the brake in the 82 whi h i t t an l f p i t l setting position'a single car moving toward Sixty d s t th t h s 81." It will h fthe dump would set the brake by'depressing observed that the haft, '24 d t Come therails 22 but the brake would not aifect i t t t ith-a M 0 wh h d l the 'car because the latter'has passed beyond i i 1 iti n or til o h 2 is .the brake. In practice, however, mine ears first brought into registeriand continuespast are brought to thedump in coupled trips latch head 65 and when it comes to rest one andthe brake effective on l of 037's or the other notches 81 is, op o it id lat' h without this setting and locking feature, in head but not in register ith id latch h d that. SllOUlCltllQ brake be unlocked when enonthe when entered by a trip oi ears. The object but is subject to be brought into register tam-(l y l 0t! the first CF11 t the p ith id h t hh d h moving h nd l trip will depress rails 22,.setting the brake 74: to position Z whi h i h i ft more on the following ears. By tightening up the fully described. The normal position of the nut 63 the tension of the spring 62 may be hand lever Tet is in the position-X shown in adjusted as desired to vary the holding ac- Figures 1, 2 and13. Now,- when a car havtion of the latch rod 61 for the'ettective ing-been released by the brake runs onto and i stopping of the ears.

depresses the hinged rails 22and thus sets To start the-operation when a trip has 68 to slide thereon and has arms 78 of having the brake in setting position when yok t th inatically locking the brake; in the set posii iv t tion is to malze the brake effective with a Th -yth thus, into the dump at an abnormal speedleased; I would mentionherethatwithout the brake 21 for stopping the "following cars been stopped by a set brake, lever 7st is i of the trip or train, this same action will thrown into the position ot-notch 2, Figure shift the latch rod 61 to the right, referring 11 which releases the brake, and the lever particularly to Figures 1, 2 and 11 to 14,and instantly thrown back to the normal posithe said latch rod is thus engaged with the tion it", Figure 13, whereby the entire trip of latch pin 66, thereby latching the brake .in cars will feed through the dumping apparathe settingposition, Figure. 1. Thecar then tus in single succession and automatically passes to the rails of the dumping: section without further attention.

Thus, in Figure 1 the car A is inverted and dumpedand the car A is approaching the dump. In Figure 2. the car A has been raised from the inverted position and is about to roll off the dump to the stationary tracks at the far end of the tipple, while the next succeeding car A is about to depress the hinged rails 22 for setting the brake 21 on a fourth car A entering the track section. I would mention here that the double-flanged or iii-shaped rails 28 take the side thrust of the car in being inverted and thereby the straps 30 are relieved of bending strains, said straps being subjected only to tensile strain when the weight of the inverted car is imposed on the rails 29.

The brake may be adjusted to lessen or intensify the braking strains by shifting the tie rod 54. and the wear of the brake may be takenup by adjusting the turnbuckle 51. Latch means for optionally holding the dump in position to receive or discharge a car and for releasing the dump for movement of the ear to the dumping position, is provided as follows: To shaft '73 on which the hand lever 74: is secured, there is attached an arm 83, to which is secured one end of a connecting rod 84%, the other end of said connecting rod being attached through the medium of a link 85 to an arm 86 on a rock shaft 87 having latch arms or dogs 88 adapted to be swung beneath the adjacent ends of track rails on the dump, or to positions freeing said track rails, by the swinging of the hand lever 7 1- and simultaneously with the release of the brake latch 65. For example, in Figure 11 with the lever 74: in position of notch .2, the dump is latched and the brake latch 65 is released.

in Figure 12 the lever 7 1 is in position y and the brake and dump are both latched; while in this latter position the brake would unlock if the dump could revolve. but as the dump is locked loaded car could run onto the dump without either the dump revolving or the brake being released. In Figure iEithe lever Tet is in normal position up; the dump is unlatched while the brake is latrhed, but the brake would unlatch if a loaded car were run onto the dump to re.- volve the sat e, since as previously described, the turning of the dump shifts the latch pin 66 to release the latch rod 61 by ln'inging the notch 82 opposite the latch head Figure 141 shows the lever 'i lin position 1 with the brake locked and the dump unlocked. The revolving of the dump with the lever 74 in position '10 will not release the brake latch since the latch pin 66' has been turned through such an angle that the notch82 in the axial movement of the latch pin will not be presented to the latch head 65 and hence the brake remains latched. I would mention here that should the dump be locked and prevented from turning, as shown in Figures 11 and 12, and if a loaded car should be run onto the dump,the car would engage a trip 32 and by turning the corresponding shaft 31 would release the arm 34 and roller 85 thereon from the adjacent notch 37 (Fig. 6), but as the rear wheels of the car pass the trip 32, the roller 35 will be again thrown into latched position by the reaction of the spring 34 on the shaft 31, carrying said roller so that any car can thus be passed across the dump without dumping, at the will of the operator. If it is desired to stop operations after a car just automatically released from the brake has been dumped, then the lever 7a is thrown to the position w, Figure 14, thereby permitting the car entering the dump to discharge by the turning of the dump but the brake would remain set and latched thereby preventing the free entranceof cars to the dump section. In this condition, to start operations, again the lever is thrown forward to position a which will release the brake and then instantly returned to normal position :12 when the succeeding cars at the track section will suecessively feed forward and dump. Again, we assume a trip of loaded cars as before and we wish to pass the first car over the dump and the brake to remain locked, then after the first car is released the lever 74 is' thrown to position 3 as in Figure 12, thereby disposing the dogs 88 beneath the dump tracks. To again start operations, the lever is thrown forwardly to position .2 for releasin the brake latch and then thrown back to normal position at as as before. Again, it is desired to pass all the loaded cars of a trip across thedump, then the lever 7 1 is thrown to and latched in the position. of notch 2, Figure 11, when all the cars will cross the dump in rapid succession.

The purpose of the link connection 85, connecting rod 84 and arm 46 is to provide lost motion. so that in case the lever '74: were thrown to the position of Figure 11* while the dump is in action, then the dog 88 could shift out of the way of the dump by swinging clear of the engaged dump tracks and whenthe dump comes to the position of alinement of the fixed track sections, the latch would drop back to its latching position by gravity.

To revert to the governor (Fig. 7); in addition to the by-pass 15, secondary bypasses are provided in a wall of the cylinder adjacent to the bypass i5 and at the front and back of the piston. T hus, ports 89, 89 aretapped approximately coaxial with the larger ports 90. 90? to which the bypass 15 is connected at its ends, the size of the ports 89, 89 being determined by experiment so that with the valve 46 wide'open only a fixed amount of'fiuid can pass through 89, 89 to, the ports 90, [90, and the predetermined capacity of 89, 89Pissuch that;.the

out jar or shock.

ports or passages 91, 91 are formed in thewill not allow the piston or the dump to exceed the fixed speed, whereby the dump will be brought to arrest properly and with- Additional longitudinal 92, 92 and a second pair of groups 93, 93.

The size of the longitudinal ports 91, 9i

is not less than that of the ports 89, S9. The combined capacity of a group of ports 92,

92 and 93, 93 is not less than theca-pacity of a port 91, 91 Thus, in succession at the front and theback of the piston, from the central position thereof, we have in the path of the piston at each side two groups of ports in succession and finally the ports 89, 89. Assuming the piston travellingtoward the left of Figure? with the valve 4C6 wide open, fluid in the cylinder will then be passing outward through 89, 91 to the'full capacity of these ports and freely into the by-pass 45 which is being fed by'both groups 92, 93 as well as by the port 89 Fluid may travel through the by-pass l5 and to the back of the cylinder through the port 89= and groups 92 93 The piston under these conditions would travel at its most rapid rate and the dump being unretarded would turn as'fast as gravitation would carry it. The piston 43 in its continued movement to the left covers the group 92 which will not affect the speed of the piston since the group 9? would be feeding the passage 91 with its full capacity. The piston will then in its continued move ment cover the second group 93, the ports of which will be successively shut ofl, thereby bringing the piston and also the dump gradually under control to the predetermined fixed speed determined by the port 89. so that the dump will be brought to rest properly. I would-here mentionthat the piston as it passes on and across the group of ports 92 before reaching its terminus will permit the fluid to flow backward through the group behind the pistonvbut the opening of group 92 in this instant'with. the valve 46 wide open will not affect the speed of the piston as it will be remembered that the only exit of the fluid at this time is through the port 89 which is already at full: capacity and thus it matters not whether the fluid rcturns to the cylinder at the back of the piston by way of bypass &5 or byway of the uncovered ports 92. Assuming'the valve a6 tobe closed, then movement ofv the piston to the left will cause the piston to travel at,

*1 its SlOWGS QSPGQCl UHtll it haspas'sed across and uncovered the: group of ports 92 .i when the fluid would suddenlybegin flowing outwvard through port 89 to the full capacity of the latter and to the back of the piston through the ports 92, after which the dump would continue to its position of rest at the predetermined speed. The piston in its initial movement is free to go into action from either terminus of its stroke and the fluid flowing outward through a port 92 or 92 and back into the cylind r through 89 or 89 will not come under control of the valve ll i until piston passes on and covers the group 92 or 92. Hence, the dump has a iii speed on both the start and terminus of its move ment; it is not affect-d by either the opening or closing of the valve 4:6; the object of this feature as will be readily understood is that when the dump latch is tripped, that is by throwing the roller 36 out of its notch 37, the dump must go instantly into action or else the latch'ivill be thrown back into its fastening position and thecar will pass on across tl e dump without dumping. At the terminus of its motion the piston t3 is so timed that it uncovers group 92 or 92 just as the brake latch is released (by the lateral movement of shaft 2% shifting the latch pin 66), and if the dump were retarded beyond this point and prevented from coming to rest as it should, the loaded carwould arrive at the dump before the latter would be in aline ment to receive it.

In Figure a brake 21 including brake bars corresponding with those of the brake 21 are supported on ti -shaped links ll, 48 corresponding with the links 47, e8, each of said links being carried by arms 94: on transverse shafts 95 beneath the track the U-shaped links ll, as having guided movement in vertically slotted guides 96. On the shafts 95 are depending arms 9'? connected by a link said link being in elllect a continuation of the connecting rod 50" corresponding with the rod 50. In Figures 16 and l? a brake beam 21 is disposed in the track 20 and about centrally between the track rails and is adapted to be pressed up wardly against the under side of the car to brake the latter. Said brake bar 21 carried by arms l7, l8 on rock shafts 98. 95) the shaft 99 having a depending arm 100 connected with the link 50 correi-ipmiding with the link 50. i

It will be observed fromthe foregoing that the track section 20 constitutes an air proach for the dumping section of the apparatus; that the cars are controlled to pass through said approach in succession and intermittently and that the brake-applying and brake-releasing means areoperated by the cars themselves-first by the weight of the car on the hinged rail sections, and secondly, by the turning movement given the dump by the weight of the loaded car.v iLlSO, it will be seen that the manual control means to be operated by the hand lever is adapted to control both the brake latch and the manually controlled dump latches.

I would state in conclusion that while the illustrated example constitutes a practical embodiment of my invention, I do not limit myself strictly to the mechanical details herein illustrated nor limit myself to dumping only one car at a time since manifestly the details can be considerably varied without departure from the spirit ot the invention as defined in the appended claims.

Having thus described my invention, I claim as new, and desire to secure by Letters Patent:

1. An apparatus of the class described including a track section, a brake associated with said track section and disposed in position to engage a car, means operable by a car passing through the track section to set the brake for a succeeding car, means to restore said brake to the release position, and trip means disposed beyond said first means and operable by a car to permit the restoring 1 of the brake to the release position.

2, In an apparatus of the class described, a car dump adapted to receive two cars, and mounted to turn through an angle to invert a car for discharging its contents, and means operable by the weight 01" a second, loaded, car on the dump to reverse the turning movement of the latter for discharging the second car and raising the first car to the original position.

3. An apparatus of the class described including a car dump. a track section constituting an approach for said. dump, a brake associated with said track section. means operable by a car passing through the said track section to set the brake in position. "for engaging a succeeding car, means operable by th e dump to release the brake. andv manually operable means to release the brake independently ot the dump.

4-. In an apparatus of the class described, a car dump mounted tot-urn about horizontal a stationary track constituting an approach for said dump, tracks on the dump and in such angular relation, that when one track is at the stationary track level, the

other dump track will be in a lowered posit-ion and at an angle to invert the car thereon sufticiently for dumping, the axis ot the dump being oif center with respect to both dump tracks, so that the preponderance of weightof the loaded car arriving on the dump will turn the latter for discharging said loaded. car and raising the opposite track and the empty car thereon to the stationary track level; and means to shift the dump laterally alternately to the right and.

left to aline the uppermost track with the fixed tracks notwithstanding the off-center position of the axis with respect to said dump tracks.

5. An apparatus of the class described in cluding stationary track,a car dump to which said track constitutes an approach tracks on the dump for two cars and disposed in angular relation to each other, said dump being mounted to turn about a horizontal axis through an angle to the right or left relatively to the stationary track level, to cause .cars to discharge their loads, alternately to the right and to the left, and means to alternately shift the axis of the dump alternately to the right and left.

6. An apparatus of the class described in cluding a stationary track, a car dump to which Said track'constitutes an approach, tracks on the dump for two cars and disposed in angular relation to each other, said dump being mounted to turn about a horizontal axis through an angle to the right or left relatively to the stationary track level, to cause the cars to discharge their loads, alternately to the right and to the left, means to alternately shift the axis of the dump to the right and left, a brake associated with t-hestationary track in advance of the dump,

.means operable by a car passing through said track section to set the brake'in a position to'engage a following. car, and means operable with the shifting of the axis of the dump to release the brake.

7. An apparatus of the class described including a car dump mounted to turn to right or left about a horizontal axis, tracks thereon for two cars and in angular relation, and a positive means to cause the dump to turn alternately to the right and left through an angle to a position to dump a car.

8. An apparatus of the class described ineluding a car dump mounted to turn to right or left about a horizontal axis, tracks thereon for two cars and in angular relation, and a positive means to cause the dump to turn alternately to the right and left through an angle to a position to dump a car; together with a track section constituting an approach for said dump, a brake associated with the track, means operable by a car passing over said track section to move the brake to set position against a following car, and means controlled by the turning of the dump to restore the brake to the release position.

9. In an apparatus of the class described, a car dump, tracks on the dump for two cars and in angular relation to each other, said dump being mounted to turn about a horizontal axis in opposite directions, a latch, a fixed element with which the'latch normally tends to engage to hold the dump against turning, trip means for the latch and operable by a car arrivingon the dump, and a fixed curved guide on which the sa'idlatch travels in the turning of theduinp.

10. An apparatus of the class described including a car dump mounted to turn about a horizontal axis, tracks on the dump to two cars and disposed in angular relation to each other, a positive means to cause the dump to turn about its axis alternately in opposite directions for dumping thencars alternately to the right and left means to automatically.shiit the of the dump alternately to the right and t in dumping, a track section lea-din to said dump, a brake RSSOClL'tGXi with the trail: section and movable to position by a car passing through said section, a latch. for'said brake to hold the latter in set position, means tOITGlQdSG the brake latch by the alternate turning movements of the dump, and manually 0pcrable means to control said latch independently of the dump.

11. An apparatus of the class described includi ea r dump mounted toiturn about a horizontal axis, sepaate tracks on the dump disposed in angular relation to each other, a positive means to cause the dump to turn about its axis alternately in opposite directions for dumping the cars alternately to the right and left, means to, automatically shift the axis of the dump alternately to the right and left in dumping, a track section leading to said dump, abrake associated with the track section and movable to set position by a car passing through said brake to the release position, and means operable by a car to place said spring under tension. 1 v

13. An apparatus-of the class described including a track section, a brake associated with said, track section, means operable by a car passing through said section to move the brake to set position against a following car, a caridump to which the track section constit-utes an approach, and latch means for the brake comprising a latch rod, a latch pin mounted to turnand to slide axially, said latch rod being movable into engagement with the pin by the moving oi the brake to set position, and means operable by said car dump to shift the pin axially for disengag ing the latch. rod; together with spring means tending to move the brake to release position when the latch rod is disengaged from the latch pin.

14. An apparatus ofthe class described including a car dump, a track section constituting an approach for said dump, abrake associated with said track section andoperable by, aicar to move the brake to set position against a following car, means tending to move thebrake to release position, latch means for thewdump to prevent movement thereof to the dumping position, latch means tonhold thebralre in set position, and manu ally operable means to optionally control in unison the brake latch meansand the. dump latch means.

15. In an ,apparatus of the class described, a car dump, mounted to turn for dumping, and governor means to control the dumping movement, said means including a cylinder adapted to contain av fluid,a piston operating therein and subject tothe dump movements, a by-pass communicating with the cylinder at the ends, and auxiliary by-passes between each end of the cylinder and the center, and adapted to pass the fluid from the front to the back of. the piston at the start of the stroke independently of the main by-pass.

16. In an apparatus of the class described, the combination with stationary track rails, of a, dump mounted toturn for dumping, two car tracks on said dump disposed in planes at an angle of approximately 50 to each other, means to turn the dump alternately to the right and to the left, and means to cause a lateral shifting of the dump in dumping and to reverse the lateral shifting movement of the dump as it rises, whereby to bring the dump rails into alinement with the fixed rails.

17. An apparatus of the class described incliuling a car dump mounted to turn about a horizontal axis and having separatetraclrs to accommodate two cars, saidtracks being disposed in planes approximately at an angle of 50 to each other, and means to rock said dump on its axisalternately to, the right and to the left to disposea given track in normal positiomthe medial line of each track being in a plane distant from the center of rotation of the dump.

18. An apparatus of the class described including a car dump, a track section leading to said dump, brake means arranged in connection with said track section and automatically operable by the arriving cars to feed the cars into and through saidtrack section in regulated succession, means normally tending to set the brake means against the entrance of cars and maintain the brake means against operation by. the cars, and manually controlled means optionally operable to release thebrake means and dispose the same for operation by the cars.

1 ,WILLIAB/LRATHER, COLEMAN. 

